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2 Sheets-Sheet 1.

C. T. HARVEY. Car Propeller Patented May 21, 1867.

MFETF-RS. FHOTO-UTHOGRAPHER, WASHINGYON. D. C.

2-Sh t-Sh t2. C; T. HARVEY. ees 86 Car Propeller I Patented May 21.I867.

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CHARLES T. HARVEY, 0F TARR-YTOWN, NEW YORK.

am Patent No. 64,862, dated May 21,1867. i

IMPROVED METHOD OF PROPELLING CARS, 6m.

TO ALL WHOM IT MAY CONCERN Be it known that I, CHARLES T. HARVEY, ofTarrytown, in the county of Westchester, and State of New York, haveinvented a new and useful Improvement in Cars for Railways and Mode ofPropulsion therefor; and I do hereby declare that the following is afull, clear, and exactdescription thereof, which will enable thoseskilled in the art to make and use the same, reference being had to theaccompanying drawings, forming part of this specification, in whichdrawings, consistingof two sheets- I Figure 1, sheet 1, is an elevationof a longitudinal section of a portion of a car.

Figure 2 is a plan view of those parts which are below the floor of acar.

Figure 3 is an end view.

Figure 4 is a detailed view of the male and female parts of the box andpulley a 12.

Figure 5 is an axial section of said box and pulley.

Figure 6 is a side view of the bar and its appurtenances detached fromthe car, by means of which the cable-clutch of the ear is turned outiofthe way of the cable.

Figure 7 is a front view ofthe same, also detached from the car, butshowing the levers through which the bar acts.

Figure 8, sheet 2, represents part of a car with a modified foi n ofcable-clutch and other features of my improvement. I

Figure 9 is an end view of the same.

Figure 10 is a top view of the lower part of a car placed on a track.

This invention relates, among other things, to means for stopping andstarting cars automatically; also to means for connecting carstemporarily with a propelling rope or chain; also to means forcollecting and retaining upon or about the cars any rain which mayfallon their roofs, and for discharging thesame near the ground whendesired. v

The letter Aldesignates the front axle of a car which is intended tobemoved or propelled by aeable, as

shown in my Letters Patent numbered 54,537, upon which axle I have inthis example applied the apparatus forstopping and starting the car,although it may be applied as well to one of theother axles. By means ofthis part of my invention I treasure ,up the power exerted in stoppingthe car in the spring or springs connected with the clutch or otherdevice which receives the impulse of the propelling cable. In carryingout this part,-

Of my invention I use a circular box, a, which is connected to the axleby a pin or bolt anda loose box, I), the two constituting together afast and loose pulley, the same-being made a fast pulley, so as to inovewith the axle when the two parts or boxes a b are connected to eachother, and the part 6 constituting a loose pulley when it is notconnected with the part a. The apparatus for stopping and starting thecar is" operated in connection with the springs of the cable-clutch. Theparts a and b are shown detached in fig. 4. The male part a is attachedto the axle by means of a pin through the hubs, so that it turns withthe axle. Said male partahas a circular groove, (Z, on its inner face,tip which works the projection e of a curved friction-lever, B, which issecured on the inside or inner face of the female part b in the mannershown in fig. 4, one end being held by a pin, f, and the other by aspring, g, whose office it is to hold the lever in the required positionin the groove d. This lever acts as a pawl against the sides of groove61 at certain times, as hereinafter explained, and causes the motion ofpart b ofvthe box to be communicated to part a in order to start the'car. The female part b consti, tutes a pulley, and it is loose on theaxle, but is not allowed to slide endwise; and when the car is moving ina forward direction the said parts a 6 are not in connection; but whenthe part or pulley b is turned in a forward direction the friction-pawlor lever 13 immediately acts so as to connect them, asis also the casevwhen the axle A is turned backwards; and consequently when said axle isturned backwards the pawl B acts as a brake to resist such backwardmotion, the degree of resistance-being the power of the springs, whichare connected with said pulley b by a cord or chain, it, that isfastened to its periphery, so as, in efl'ect, to make two independentcords or chains. One end thereof is fastened to the cable-clutch C,which clutch slides upon a rod, D, placed beneath and lengthwise of thecar, on which rod, before or forward of the clutch, is placed a spiralspring, I, that forces the clutch towards the back part of the car, asis seen in figs. 1 and 2. This spring is aided by numerous other springsI, that are fastened by one end to the under side of the car or to itsframe in any convenient way, and by the other to plates 1 which arefixed at intervals along the spiral spring I. The other free end ofthecord or chain It comes from the pulley or part b in the oppositedirection, and is taken around a pulley, j, fixed to the frame or floorof the car, and thence to the follower Z, which consists of a collarPlaced'on 2 D ehin he cable-clutch, to which follower it is fastened. Itmay, however, be fastened with the like result directly to thecable-clutch. The follower Z is drawn backwards on said rod by a spring,on, seen in fig. '2, and it is drawn forwards (pushing the cable-clutchbefore it) by means of the cord or chain R, seen in fig. 2, one end ofwhich cord is fastened to the front part of the car, and the other end,after passing-around pulley i on said follower, is conducted to acone-pulley, Q, with spiral grooves, which pulley is fprmed on'a sleeve,P, that surrounds the axle A, there being on the inner end of saidsleeve a series of teeth, which engages with a like series of teethformed on a collar that is fastened to the'axle adjoining to butindependent of the female part b of the pulley-box aforesaid. When thesleeve and the collar are coupled it is evident that they will revolvetogether. The sleeve P is moved on the axle by a forked shipper-lever,71, (see fig. 9,) that embraces the sleeve and goes upward through thefloor or platform of the car, where it is within convenient reach of theconductor or brakeman. 1 The upperend of said shipper-lever is drawn bya spring in such a way as always to force the clutch open, andthe leveris pushed in the contrary direction, automatically, so as to close theclutch by means of cams fixed on the track, but not here shown, atplaces where the car is to be stopped, such cams being enabled to act onsaid lever by extending the latter below the sleeve and axle A,'itsextremity being provided with an anti-friction roller that comes incontactwith such cams. The said shipper-lever is immediately broughtback to its original position by the force of the spring which isattached to it, so soon as the lower endof the lever is released fromsuch-cams, or so soon as the person operating it releases his hold ofit, thereby opening the clutch by moving the sleeve outward on said axleA. The sleeve P'has also a circular disk or flange 7) formed around it.near its toothed end; and between said disk and the part Z) of thepulley-box is suspended an antifr-iction roller, q, seen in fig. 2,which roller is brought against the face of said part b by the inwardmovement of the said disk, and held in contact with both, so that rotarymotion from said disk, but in a contrary direction, is communicated tothe said part1). Vihen the sleeve is moved so as to open the clutch thehanging-roller q falls away out of contact with said part b by gravity.When the sleeve P is moved so as to closeits clutch the rotary movementof the axle A is communicated to the conical pulley, and the latter isthereby caused to wind upon itself the cord or chain R, and to draw theffollower or collar land the cable-clutch 0 forward upon the rod Dagainst the springs I I, which become compressed in proportion to theextent of movement of the said clutch and follower." It will be observedthat the purchase or leverage of the conical pulley against the springsI I increases as the cord or chain R is wound up on the said pulley, byreason of the increased diameter of said pulley, the cordor chainbeginning at the smaller end and winding up towards the larger end. Theforward movement of the cable-clutch makes that part of the rope h whichis attached to the forward partof the cable-clutch to become slack, andsaid slack is taken up by the pulley I which is made to revolve, asbefore explained, by the disk 1) and roller q. 3 At the same time theoth'euportion of said rope h, to wit, the part which goes from the otherside of said pulley to the follower Z, around the pulley is given oif bybeing unwound from said pulley b, and is taken up by the forwardmovement of said follower, sothat it is not left slack. It will beobserved that by means of this arrangement the momentum of the car isresisted by the springs I I, which become compressed and are heldcompressed by said cords or chains R and h, the former of which is woundup more or less on conical pulley 'Q, and the latter on pulley b. Whenthe sleeve 1? is moved outwards to open its clutch the springs I I areleft free to exert their force upon that part of cord h which is woundon pulley b, and through it to turn said pulley in a contrary directionto its last motion. So soon as the pulley begins to revolve its pawl B,acting against the part a, imparts to it and to the axle A a like rotarymotion, thereby starting the car or aiding to start the car by theunited force of said springs. As the said springs expand and force thecableolutch and its follower'l backwards, the cord or chain B.is-unwound from the conical pulley Q, which, being then detached fromits clutch, is loose and free to turn on the axle. The buffers orcl'amps E, which hold the cable-clutch tight upon the cable, (when saidclutch is so made as to open in lateral directions,) are closed by cumsG G, whose shafts have attached to them quadrant-shaped levers F F,onwhose peripheriesnre fastened straps that unite to form a bar or rod,H, whose upperend is fastened to a lever, J, of the first order. Aspring, K, is applied to said lever Jto hold the inner end thereof up,in which position it is held also by a latch, L, placed in oi'upon thefront of the car or other part to which said lever J is attached. Thelatch L is made elastic, and is so formed and applied as to projectforward from a recess into which it may be forced. Upon said latch,below the catch or shoulder which receives the end of lever J, areinclines L L, which projcctforward from the body of thelatch, saidinclines bcin separated far enough to allow an upright bar, M, to extendD upwards between them. Said bar has a vertical motion imparted to it atcertain times by cams O, placed wherever they are necessary on the trackof the railway on which the car runs. Attached to said bar M areanti-friction rollers, so placed that whenever the bar is moved upwardsby said cams, or otherwise, theycome in contact with and roll over saidinclines, thelatter being thereby, with the latch of which they form apart, forced backwards into the recessbehind, so as to release the leverJ and allow the buffers tofall apart and allow the cable-clutch to beopened and to become detached from the cable. The bar M is held down bya spring, N, that bears on apin on its front face; and the bar isprevented from falling down too low by means of the same pin which restsupon one of the staples behind which the bar moves. Vhen cable-clutchcsor armsof this form ureused it is only necessary to turn or swingthenito one side of the path of the cable in order to clear them fromcontact with the cable-heads, since such arms U do not enter thecable-guide but mov e above it. In order to swing said arms aside I usethe bar M andfixed cam O, as above explained, operating therewith leverJ, and a latch or other convenient device for securing said loverin itsproper position. And in addition thereto I connect said lever J to apulley, D to whose periphery'is fastened a metallic or other, strap, H,that descends and is passed around andfastcned to another pulley Dplaced upon the cableclutch or arm O.- The latter is connected to theguide-rod D by means of ribs or feathers formed on the cylindrical partof the head and grooves formed on the sides of the rod. so that the headcan move lengthwise,but cannot be turned thereon. The guiderod is soarranged that it can be turned on its journals, and its rotation iseffected by means of said pulleys.

From this'arrangement it follows that whenever the lever J is turned onits fulcrum, which in this example is in the stud on which the pulley Dis placed, the said pulley is rotated and its motion is communicatedthrough the'straps'H H to the guide-rod and the cable-clutch or arm 0.In order to relieve. the cable-clutch or'arnrO from friction during itsmovements on the guide-rod D, I provide it with a suflicient number ofanti-friction rollers 2, only one of which is shown'in this example,(see figs. 8 and 10,) which rollers work in slots made in thecylindrical part of the cable-clutch or arm, and come in contact withsaid guide-rod and facilitate the movements of said clutch.

The windows ofthe car are made transparent, and are also provided withwire gauze T. i The. roof S of the carhas-gutters for collectingrain-water, which runs into a conducting pipe, U, in which is a faucet,V, that is opened by an arm, W. These devices are more particularlyexplained in another application, though they are also shown in thesedrawings, as are also the flanges Y Y on the rails of the track, thecable-heads or ferrules A, the cable-guide B, and the opposing flanges tt of-its recess, and the steam pipe 1 for preventing the formation ofice in said recess, none of which devices are claimed in the presentapplication. The flanges Y Y are embraced by angular arms X X of greatstrength, which project from the canon from its truck, and are bentaround or below said flanges, but not so as to be in contact therewithwhen the car is properly on the rails.

The object of the arms is to prevent the accidental displacement of acar. Inorder to prevent friction between the arms X and flanges Y, Iplace anti-friction rollers in the arms, as is shown in red outline infig. 9.

Figs. 8, 9, and 10 show modification in the form of cable-heads A, andalso in the form of the cableclutches or arms 0. The latter extenddownwards from the car, so as to bein the path. of the heads of thepropelling cable, as is explained in my Letters Patent aforesaid. Theface of the clutch .or arm 0 is plain or square, and is intended toreceive the impulse necessary to move thecar by the merecontact of thecable-head against said face. Instead of being square or plain, saidfacemay be hooked or curved, and the face of the cable-head may belikewise hooked or curved, so that their faces may clasp or interlockeach other when they come in contact, but in such a manner that they areseparated merely by the turning aside or lateral movementof the clutchorarm O.

What I claim as new, and desire to secure by Letters Patent, is 1. Thecombination of the sliding'pnlley Q with the series of teeth on the axleby which the said pulley is .made fast .to the axle, and with thesprings I I of the guide-rod D, for the purpose of stopping the motionofa car, substantially as shown. A

2. I also claim the combination of the parts a and I2, composing both afast and loosepulley, with the springs I P and the axle A, for thepurpose of starting the car, substantially assho'wn.

3. I also claim the use, in cars or other objects which are moved bypropelling cables, of clutches or arms whose faces that receive theimpulse of such-cables areplain, substantially as shown.

4. I also claim so arranging the guide-rod D and cable-clutch or arm 0that they are compelled to rotate together while the latter is allowedto have a longitudinal movement on the former, substantiallyas setforth.

5.I also claim the combination of anti-friction rollers z with thecable-clutch or arm 0 to obviate or prevent friction during themovements of said clutch, substantially as set forth. f

6. I also claim the supplementary springs I for strengthening and aidingthe main spring I, and so arranging and connecting them between thesides of spring I and the frame of the car that they are not displacedor injured by any vertical motions of the car body, substantially as setforth.

7. I also claim the application to a car of bent arms X to hold the cardown or prevent it from being displaced from the track, substantially asshown.

8. I also claim the combination of the pendulous roller 9 with the disk10 and loose pulley 12, substantially as described. i

9. I also claim the combination of the bar M and cam O with the lever Jthat operates the cable-clutch or arm C, substantially asdescribed.

The above specification signed by me this'first day of February, 1867.CHARLES T. HARVEY.

Witnesses:

HERMANN Gnos, Gno. F. SOUTHERN.

